Power unit for small type vehicle with valve operation controller and speed change controller disposed on opposite side of clutch device

ABSTRACT

A power unit for a small type vehicle wherein a speed change mechanism is disposed on a lateral side of a crankcase on the side of one end of a crankshaft. A valve operation controller for controlling the operations of valve operation mode change mechanisms and a speed change controller for controlling a speed change operation of a speed change mechanism are attached to an engine body, to lay out the valve operation controller and the speed change controller in good balance of center of gravity so as to prevent the center of gravity of the power unit from being deviated to one side. The valve operation controller and the speed change controller being attached to the engine body on the opposite side of the clutch device with respect to a vehicle body center line in a direction along the axis of the crankshaft.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims priority under 35 USC 119 to JapanesePatent Application No. 2007-341201 filed on Dec. 28, 2007 the entirecontents of which are hereby incorporated by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a power unit for a small type vehicleincluding an engine having a valve-operating device providedadditionally with a valve operation mode change mechanisms capable ofchanging the operational modes of engine valves. A crankshaft isprovided having an axis set along the vehicle width direction whereinthe crankshaft is rotatably mounted on a crankcase of the engine. Aspeed change mechanism is provided in the course of a power transmissionpath for transmitting rotational power of the crankshaft to a drivewheel with the speed change mechanism being contained in the crankcase.A clutch device is provided for switching the making/breaking of powertransmission between the crankshaft and the speed change mechanism, theclutch device is disposed on a lateral side of the crankcase on the sideof one end of the crankshaft. A valve operation controller is providedfor controlling the operations of the valve operation mode changemechanisms. A speed change controller is provided for controlling aspeed change operation of the speed change mechanism with the valveoperation controller and the speed change controller being attached toan engine body inclusive of the crankcase.

2. Description of Background Art

Japanese Patent Laid-Open No. 2003-232236 discloses a vehicle includinga speed change controller for controlling the operation of an automatictransmission, and a valve operation controller for controlling theoperation timings of engine valves.

In a power unit which has an engine with the axis of a crankshaft setalong the vehicle width direction and which is mounted on a small typevehicle such as a motorcycle, a clutch device serving as a heavyweightbody is disposed on a lateral side of a crankcase on the side of one endalong the axial direction of the crankshaft. Thus, the layout of a valveoperation controller and a speed change controller must be optimized soas to prevent the center of gravity of the power unit from beingdeviated to one side.

SUMMARY AND OBJECTS OF THE INVENTION

The present invention has been made in consideration of such acircumstance. Accordingly, it is an object of an embodiment of thepresent invention to provide a power unit for a small type vehicle inwhich a valve operation controller and a speed change controller aredisposed in good balance so as to prevent the center of gravity of thepower unit from being deviated to one side.

In order to attain the above object, a power unit for a small typevehicle is provided including an engine having a valve-operating deviceprovided additionally with valve operation mode change mechanismscapable of changing operation modes of engine valves. A crankshaftincludes an axis set along the vehicle width direction with thecrankshaft rotatably bone on a crankcase of the engine. A speed changemechanism is provided in the course of a power transmission path fortransmitting rotational power of the crankshaft to a drive wheel withthe speed change mechanism being contained in the crankcase. A clutchdevice is provided for switching the making/breaking of powertransmission between the crankshaft and the speed change mechanism. Theclutch device is disposed on a lateral side of the crankcase on the sideof one end of the crankshaft. A valve operation controller forcontrolling the operations of the valve operation mode change mechanismsis provided together with a speed change controller for controlling aspeed change operation of the speed change mechanism. The valveoperation controller and the speed change controller are attached to anengine body inclusive of the crankcase. The valve operation controllerand the speed change controller are attached to the engine body on theopposite side of the clutch device with respect to a vehicle body centerline in a direction along the axis of the crankshaft.

In addition, the valve operation controller and the speed changecontroller are attached to a side surface, along the vehicle body centerline, of the engine body.

A clutch cover defines between itself and the crankcase a clutch chamberfor containing the clutch device. The clutch cover is connected to thecrankshaft with a clutch controller for controllingconnection/disconnection operations of the clutch device being attachedto the clutch cover

A generator driven by power transmitted from the crankshaft is disposedon the opposite side of the clutch device in the axial direction of thecrankshaft with a power generation voltage control driver forcontrolling a power generation voltage of the generator being attachedto the inside of a generator cover connected to the crankcase so as todefine between itself and the crankcase a generator containing chamberfor containing the generator.

The speed change mechanism includes first and second input shaftsparallel to each other with a single output shaft parallel to the inputshafts. The clutch device is configured to be of a twin-clutch typeincluding a first clutch interposed between the crankshaft and the firstinput shaft and a second clutch interposed between the crankshaft andthe second input shaft.

In addition, intake valves 44 and exhaust valves 45 in an embodimentbelow correspond to the engine valves in the present invention with arear bank side valve-operating device 48R in the embodimentcorresponding to the valve-operating device in the invention. A gearspeed change mechanism 103 in the embodiment corresponds to the speedchange mechanism in the invention with a first main shaft 104 in theembodiment corresponding to the first input shaft in the invention. Asecond main shaft 105 in the embodiment corresponds to the second inputshaft in the invention with a counter shaft 107 in the embodimentcorresponding to the output shaft in the invention.

According to an embodiment of the present invention, the valve operationcontroller and the speed change controller are attached to the enginebody on the opposite side of the clutch device, which is a heavyweightbody, in a direction along the axis of the crankshaft. Therefore, it ispossible to prevent the center of gravity of the power unit from beinglargely deviated to the side on which the clutch device is disposed.This ensures that the need to concentrately lay out vehicle bodycomponent parts on the opposite side of the clutch device for thepurpose of obtaining good balance of the center gravity of the vehiclebody as a whole can be eliminated, and the degree of freedom in layingout the vehicle body component parts can be enhanced.

According to an embodiment of the present invention, the valve operationcontroller and the speed change controller are attached to the sidesurface, along the vehicle body center line, of the engine body.Therefore, maintenance of the valve operation controller and the speedchange controller is facilitated.

According to an embodiment of the present invention, the valve operationcontroller and the speed change controller are attached to the enginebody on the opposite side of the clutch device in the direction alongthe axis of the crankshaft. Therefore, the clutch device and the clutchcontroller can be disposed close to each other and in a compact form,while preventing the center of gravity of the power unit from beingdeviated to the side on which the clutch device, the clutch cover andthe clutch controller are disposed.

According to an embodiment of the present invention, the generator, thegenerator cover and the power generation voltage control driver aredisposed on the opposite side of the clutch device, which is aheavyweight body, in the direction along the axis of the crankshaft.This, in cooperation with the valve operation controller and the speedchange controller, prevents the center of gravity of the power unit frombeing largely deviated to the side on which the clutch device isdisposed.

According to an embodiment of the present invention, the clutch deviceis configured to be of the twin-clutch type. Therefore, though theweight of the clutch device is increased, the center of gravity of thepower unit can be prevented from being largely deviated to the clutchdevice side, since the valve operation controller and the speed changecontroller are attached to the engine body on the opposite side of theclutch device in the direction along the axis of the crankshaft.

Further scope of applicability of the present invention will becomeapparent from the detailed description given hereinafter. However; itshould be understood that the detailed description and specificexamples, while indicating preferred embodiments of the invention, aregiven by way of illustration only, since various changes andmodifications within the spirit and scope of the invention will becomeapparent to those skilled in the art from this detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description given hereinbelow and the accompanying drawingswhich are given by way of illustration only, and thus are not limitativeof the present invention, and wherein:

FIG. 1 is a left side view of a motorcycle;

FIG. 2 is a plan view of a body frame and an engine body, as viewedalong arrows of line 2-2 of FIG. 1;

FIG. 3 is a left side view of a power unit;

FIG. 4 is a right side view of the power unit;

FIG. 5 is a sectional view taken along line 5-5 of FIG. 3;

FIG. 6 is a sectional view taken along line 6-6 of FIG. 5;

FIG. 7 is a sectional view taken along line 7-7 of FIG. 3;

FIG. 8 is a sectional view taken along line 8-8 of FIG. 7;

FIG. 9 is an enlarged sectional view of an essential part of FIG. 8;

FIG. 10 is a longitudinal sectional view of a gear speed changemechanism and a clutch device;

FIG. 11 is an enlarged view of an essential part of FIG. 10;

FIG. 12 is an enlarged sectional view taken along line 12-12 of FIG. 3;

FIG. 13 is an enlarged sectional view taken along line 13-13 of FIG. 12;

FIG. 14 is an enlarged view of an essential part of FIG. 3; and

FIG. 15 is a block diagram showing the configuration of a hydraulicsystem.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Now, a mode for carrying out the present invention will be describedbelow, based on an embodiment of the invention shown in the accompanyingdrawings.

FIGS. 1 to 15 show an embodiment of the present invention.

As illustrated in FIG. 1, a body frame F of a motorcycle includes a headpipe 26 for steerably using a front fork 25 rotatably supporting a frontwheel WF. The body frame F includes a left-right pair of main frames 27extending rearwardly downwards from the head pipe 26 with a left-rightpair of pivot plates 28 provided in connection with rear parts of boththe main frames 27 and extending downwards. A rear wheel WR is rotatablysupported on rear parts of swing arms 29 whose front ends are swingablyborne on the pivot plates 28. In addition, links 30 are provided betweenlower parts of the pivot plates 28 and front parts of the swing arms 29with shock absorbers 31 provided between upper parts of the pivot plates28 and the links 30.

A power unit P is mounted in the state of being suspended from the mainframes 27 and the pivot plates 28 with rotational power outputted fromthe power unit P being transmitted to the rear wheel WR through a driveshaft 32 extending in the front-rear direction.

Referring to FIG. 2 also, the power unit P has, for example, a4-cylinder V-type engine E, and an engine body 33 of the engine E isdisposed inside both the main frames 27, 27 in plan view. A side stand34 is attached to the engine body 33 or the body frame F. In thisembodiment, as shown in FIG. 1, the side stand 34 is attached to a lowerpart of the pivot plate 28 on the left side, of the body frame F.Therefore, when the side stand 34 is erected for parking, the motorcycleis inclined to the left side.

In FIGS. 3 and 4, the engine body 33 of the engine E is configured to beof a V-type water-cooled system which includes a front bank BF disposedon the front side in its state of being mounted on the motorcycle, and arear bank BR disposed on the rear side relative to the front bank BF. Acrankshaft 36 extending along the vehicle width direction of themotorcycle, namely, along the left-right direction, is rotatably borneon a crankcase 35 shared by both the banks BF and BR.

The crankcase 35 has an upper case half 35 a and a lower case half 35 bcoupled to each other. The front and rear banks BF and BR are formedintegrally with the upper case half 35 a so that they are V-shaped inoverall shape with the axis of the crankshaft 36 being disposed on theconnecting surface 37 between the upper case half 35 a and the lowercase half 35 b.

The front bank BF is composed of a front cylinder block 38F integrallyconnected to the upper case half 35 a of the crankcase 35, a frontcylinder head 39F connected to the front cylinder block 38F, and a fronthead cover 40F connected to the front cylinder head 39F. The rear bankBR is composed of a rear cylinder block 38R integrally connected to theupper case half 35 a of the crankcase 35, a rear cylinder head 39Rconnected to the rear cylinder block 38R, and a rear head cover 40Rconnected to the rear cylinder block 39R. An oil pan 41 is connected toa lower part of the crankcase 35.

The front cylinder block 38F is provided therein with two cylinder bores42 arrayed in the axial direction of the crankshaft 36. The frontcylinder block 38F is connected to the crankcase 35 in such a mannerthat the axes of the cylinder bores 42 are inclined forwardly upwards inthe condition where the engine body 33 is suspended from the body frameF. Similarly, the rear cylinder block 38R is provided therein with twocylinder bores 42 arrayed in the axial direction of the crankshaft 36.The rear cylinder block 38R is connected to the crankcase 35 in such amanner that the axes of the cylinder bores 42 are inclined rearwardlyupwards in the condition where the engine body 33 is suspended from thebody frame F. Pistons 43 slidably fined respectively in both thecylinder bores 42 in the front bank BF and pistons 43 slidably fittedrespectively in both the cylinder bores 42 in the rear bank BR areconnected, in common, to the crankshaft 36.

As shown in FIG. 2, the interval LF between both the cylinder bores 42in the front bank BE is set to be greater than the interval LR betweenboth the cylinder bores 42 in the rear bank BR. The width of the rearbank BR in the axial direction of the crankshaft 36 is set to be smallerthan that of the front bank BF so that the rear bank BR is hidden behindthe front bank BF in front view.

In FIGS. 5 and 6, in the front cylinder head 39F, a pair each of intakevalves 44 on the basis of each of the cylinder bores 42 are openably andclosably disposed in the state of being urged in valve-closingdirections by valve springs 46. A pair each of exhaust valves 45 on thebasis of each cylinder bore are openably and closably disposed in thestate of being urged in valve-closing directions by valve springs 47.The intake valves 44 and the exhaust valves 45 are driven to open andclose by a front bank side valve-operating device 48F.

The front bank side valve-operating device 48F includes a camshaft 49which is rotatably borne on the front cylinder head 39F while having itsaxis parallel to the crankshaft 36 and which is disposed on the upperside of the intake valves 44 with intake-side valve lifters 51, whichare interposed between a plurality of (in this embodiment four)intake-side cams 50, being provided on the camshaft 49 and the intakevalves 44. The intake-side lifters 51 are slidably fitted in the frontcylinder head 39F with rocker arms 55 which are provided at theirone-side ends with rollers 53 in rolling contact with a plurality of (inthis embodiment, four) exhaust-side cams 52 provided on the camshaft 49and of which other-side ends are screw engaged with tappet screws 54making contact with the upper ends of stems 45 a of the exhaust valves45 so that the advanced/retracted positions of the tappet screws 54 canbe controlled. The rocker arms 55 are swingably borne on a rocker shaft56 which is fixed to the front cylinder head 39F while having its axisparallel to the camshaft 49.

In FIGS. 7 and 8, in the rear cylinder head 39R, a pair of intake valves44 and a pair of exhaust valves 45 on the basis of each of the cylinderbores 42 are openably and closably disposed in the state of being urgedin valve-closing directions by valve springs 280, 281. The intake valves44 and the exhaust valves 45 are driven to open and close by a rear bankside valve-operating devices 48R.

The rear bank side valve-operating device 48R includes an intake-sidecamshaft 57 which is rotatably borne on the rear cylinder head 39R whilehaving its axis parallel to the crankshaft 36 and which is disposed onthe upper side of the intake valves 44. An exhaust-side camshaft 58 isrotatably borne on the rear cylinder head 39R while having its axisparallel to the crankshaft 36 which is disposed on the upper side of theexhaust valves 45. Intake-side valve lifters 60 are interposed between aplurality of (in this embodiment, four) intake-side cams 59 provided onthe intake-side camshaft 57 and the intake valves 44 which are slidablyfitted in the rear cylinder head 39R. Exhaust-side valve lifters 62 areinterposed between a plurality of (in this embodiment, four)exhaust-side cams 61 provided on the exhaust-side camshaft 58 and theexhaust valves 45 which are slidably fitted in the rear cylinder head39R.

Moreover, in the rear bank side valve-operating device 48R, anintake-side valve operation mode changing mechanism 63 wherein theoperation mode of the intake valves 44 in the rear bank BR can beswitched between an opening/closing operation condition and a valveclosed rest condition, and an exhaust-side valve operation mode changingmechanism 64 wherein the operation mode of the exhaust valves 45 can beswitched between an opening/closing operation condition and a valveclosed rest condition, are additionally provided.

In FIG. 9, the intake-side valve operation changing mechanism 63includes a pin holder 65 which is provided in relation to theintake-side valve lifters 60 and which is slidably fitted in theintake-side valve lifter 60 A slide pin 67 is slidably fitted in the pinholder 65 so as to define an oil pressure chamber 66 between itself andthe inside surface of the intake-side valve lifter 60. A return spring68 is provided between the slide pin 67 and the pin holder 65 so as toproduce a spring force for urging the slide pin 67 in the direction ofreducing the volume of the oil pressure chamber 66. A stopper pin 69 isprovided between the pin holder 65 and the slide pin 67 so as to inhibitrotation about the axis of the slide pin 67.

The pin holder 65 is provided with an annular groove 71 in the outerperiphery thereof. In addition, the pin holder 65 that is provided witha bottomed slide hole 72 which has an axis orthogonal to the axis of theintake-side valve lifter 60, is opened at its one end into the annulargroove 71, and is closed at its other end. In addition, the pin holder65 is provided with an insertion hole 73 through which to insert a tippart of a stem 44 a of the intake valve 44 urged in the valve-closingdirection by the valve spring 280, and with an extension hole 74 whichis so formed wherein the slide hole 72 is located between the extensionhole 74 and the insertion hole 73. The insertion hole 73 and theextension hole 74 are coaxially provided so that a tip part of the stem44 a of the intake valve 44 can be contained therein. A disk-like shim75 for closing an end part of the extension hole 74 on the side of aclosed end of the intake-side valve lifter 60 is fitted into the pinholder 65 with a projected part 76 making contact with the shim 75 beingintegrally formed at a central part of the inside surface of the closedend of the intake-side valve lifter 60.

The slide pin 67 is slidably fitted in the slide hole 72 in the pinholder 65. The oil pressure chamber 66 communicating with the annulargroove 71 is formed between one end of the slide pin 67 and the insidesurface of the intake-side valve lifter 60, and the return spring 68 iscontained in a spring chamber 77 formed between the other end of theslide pin 67 and the closed end of the slide hole 72.

In an intermediate part in the axial direction of the slide pin 67, acontaining bole 78 capable of coaxially communicating with the insertionhole 73 and the extension hole 74 is provided so that a tip part of thestem 44 a is contained therein. An end part, on the side of theinsertion hole 73, of the containing hole 78 is opened to a flat contactsurface 79 formed at an outside surface of a lower part of the slide pin67 so as to be face the insertion hole 73. The contact surface 79 isformed to be comparatively long along the axial direction of the slidepin 67, and the containing hole 78 is opened into a part, on the side ofthe oil pressure chamber 66, of the contact surface 79.

The slide pin 67 as described above is slid in the axial direction insuch a manner that an oil pressure force exerted on one end side of theslide pin 67 by the oil pressure in the oil pressure chamber 66 and aspring force exerted on the other end side of the slide pin 67 by thereturn spring 68 balance each other. At a non-operation time when theoil pressure in the oil pressure chamber 66 is low, the slide pin 67 ismoved toward the right side in FIG. 9 so that the containing hole 78 isdeviated from the axis of the insertion hole 73 and the extension hole74, and the tip of the stem 44 a is brought into contact with thecontact surface 79. In an operating condition where the oil pressure inthe oil pressure chamber 66 is high, the slide pin 67 is moved towardthe left side in FIG. 9 so that the tip part of the stem 44 a beinginserted through the insertion hole 73 is contained into the containinghole 78 and the extension hole 74.

When the slide pin 67 is moved to such a position that the containinghole 78 coaxially communicates with the insertion hole 73 and theextension hole 74, the intake-side valve lifter 60 is slid by a pressingforce exerted from the intake-side cam 59, and, attendant on this, thepin holder 65 and the slide pin 67 are also moved to the side of theintake valve 44 together with the intake-side valve lifter 60. However,this results in that only the tip part of the stem 44 a is containedinto the containing hole 78 and the extension hole 74, and no pressingforce in the valve-opening direction is exerted on the intake valve 44from the intake-side valve lifter 60 and the pin holder 65, so that theintake valve 44 remains at rest. When the slide pin 67 is moved to sucha position that the tip part of the stem 44 a is put into contact withits contact surface 79, the intake-side valve lifter 60 is slid by apressing force exerted from the intake-side valve-operating cam 59, thepin holder 65 and the slide pin 67 are moved toward the side of theintake valve 44 accordingly, and, attendant on this, a pressing force inthe valve-opening direction is exerted on the intake valve 44, so thatthe intake valve 44 is operated to open and close according to therotation of the intake-side cam 59.

The rear cylinder head 39R is provided with support holes 80 in whichthe intake-side valve lifters 60 are to be fitted so that theintake-side valve lifters 60 are slidably borne. The support holes 80are provided in their inside surfaces with annular recesses 81 in such amanner as to surround the intake-side valve lifters 60. The intake-sidevalve lifters 60 are each provided with a plurality of communicationholes 70 through which the annular recesses 81 are permitted tocommunicate with the annular grooves 71, irrespectively of the slidingof the intake-side valve lifters 60 in the support holes 80. Inaddition, springs 82 for urging the intake-side valve lifters 60 in thedirection for making contact with the intake-side cams 59 are providedbetween the intake-side valve lifters 60 and the rear cylinder head 39R.

The exhaust-side valve operation mode changing mechanism 64 is providedin relation to the exhaust-side valve lifters 62 while being configuredin the same manner as the intake-side valve operation mode changingmechanism 63, and it can be switched between a condition where theexhaust valve 45 is closed to a rest state when a high oil pressure isexerted and a condition where the exhaust valve 45 is put into anopening/closing operation when the oil pressure exerted thereon islowered.

In other words, the rear bank side valve-operating device 48R can switchbetween a condition where the intake valves 44 and the exhaust valves 45of the two cylinders in the rear bank BR are put into opening/closingoperations and a condition where the intake valves 44 and the exhaustvalves 45 are closed to a rest state so as to obtain a cylinder reststate, by operation control of the intake-side valve operation modechanging mechanisms 63 and the exhaust-side valve operation modechanging mechanisms 64.

Again in FIG. 5, a generator 84 is connected to a left end part of thecrankshaft 36 in the condition where the engine body 33 is mounted onthe body frame F. The generator 84 is composed of an inner rotor 85fixed to the crankshaft 36 and an outer stator 86 surrounding the innerrotor 85, and is contained in a generator containing chamber 88 definedby the crankcase 35 and a generator cover 87 connected to a left sidesurface of the crankcase 35. The stator 86 is fixed to the generatorcover 87.

A support projected part 87 a is projectedly provided at an insidesurface of a central part of the generator cover 87. A bus ring 286 isfirmly attached to the support projected part 87 a through a screwmember 285, and the outer stator 86 is provided in connection to the busring 286. A power generation voltage control driver 287 for controllingthe power generation voltage of the generator 84 is attached to the busring 286. Thus, the power generation voltage control driver 287 isattached to the generator cover 87 through the ring 286.

A gear 90 is connected to the rotor 86 through a one-way clutch 89capable of power transmission to the side of the rotor 86 with powerfrom a starting motor (not shown) being transmitted to the gear 90.

On the other hand, to the right side surface of the crankcase 35 in thecondition where the engine body 33 is mounted on the body frame F, aclutch cover 92 defining a clutch chamber 91 between itself and thecrankcase 35 is connected. In the clutch chamber 91, drive sprockets 93and 94 are fixed to the crankshaft 36. The drive sprocket 93 on one sideconstitutes a part of a front bank side timing power transmissionmechanism 95 by which the rotational power of the crankshaft 36 istransmitted, at a reduction ratio of 1/2, to the camshaft 49 in thefront bank side valve-operating device 48F. The front bank side timingpower transmission mechanism 95 has a configuration in which an endlesscam chain 97 is wrapped around the drive sprocket 93 and a drivensprocket 96 provided at one end part (a right end part in the conditionwhere the power unit P is mounted on the body frame F) of the camshaft49.

The drive sprocket 94 on the other side constitutes a part of a rearbank side timing power transmission mechanism 98 by which the rotationalpower of the crankshaft 36 is transmitted, at a reduction ratio of 1/2,to the intake-side and exhaust-side camshafts 57 and 58 in the rear bankside valve-operating device 48R. The rear bank side timing powertransmission mechanism 98 has a configuration in which an endless camchain 99 is wrapped around the drive sprocket 94 and driven sprockets282 (see FIG. 7) provided respectively at one-side end parts (right endparts in the condition where the power unit P is mounted on the bodyframe F) of the intake-side and exhaust-side camshafts 57 and 58.

The front cylinder block 38F and the font cylinder head 39F are providedwith a cam chain chamber 100F in which the cam chain 97 runs, while therear cylinder block 38R and the rear cylinder head 39R are provided witha cam chain chamber 100R in which the cam chain 99 runs.

Referring to FIG. 10 also, the power transmission path between thecrankshaft 36 and the rear wheel WR includes primary reduction gears101, a clutch device 102, a gear speed change mechanism 103 and thedrive shaft 32 (see FIG. 1) in this order from the side of thecrankshaft 36. The primary reduction gears 101 and the clutch device 102are contained in the clutch chamber 91, whereas the gear speed changemechanism 103 is contained in the crankcase 35.

The gear speed change mechanism 103 has a plurality of gear trains for aplurality of shift positions (gear speeds), for example, 1st to 6thspeed gear trains G1, G2, G3, G4, G5, and G6 which can be selectivelyestablished. The 2nd, 4th and 6th speed gear trains G2, G4 and G6 areprovided between a first main shaft 105 and a counter shaft 107, whilethe 1st, 3rd and 5th speed gear trains G1, G3 and G5 are providedbetween a second main shaft 106 coaxially and relatively rotatablypenetrating the first main shaft 105 and the counter shaft 107.

The crankcase 35 includes a pair of side walls 35 c and 35 d which areopposed to each other, with a spacing therebetween in the axialdirection of the crankshaft 36. An intermediate part of the first mainshaft 105 formed in a hollow cylindrical shape having an axis parallelto the crankshaft 36 rotatably penetrates the side wall 35 c, and a ballbearing 108 is interposed between the side wall 35 c and the first mainshaft 105. In addition, the second main shaft 106 having an axisparallel to the crankshaft 36 rotatably penetrates the first main shaft105 in such a manner that relative positions of the first main shaft 105and the second main shaft 106 in the axial direction are fixed. Aplurality of needle bearings 109 are interposed between the first mainshaft 105 and the second main shaft 106. In addition, the other end partof the second main shaft 106 is rotatably borne on the side wall 35 d ofthe crankcase 35 through a ball bearing 110.

One end part of the counter shaft 107 having an axis parallel to thecrankshaft 36 is rotatably borne on the side wall 35 c through a ballbearing 111. The other end part of the counter shaft 107 rotatablypenetrates the side wall 35 d, with a ball bearing 112 and an annularseal member 113 being interposed between the other end part and the sidewall 35 d. A drive bevel gear 114 is fixed to a projected end part,projecting from the side wall 35 d, of the counter shaft 107. A drivenbevel gear 115 having an axis of rotation extending in the front-reardirection of the motorcycle is meshed with the drive bevel gear 114.

The drive bevel gear 114 and the driven bevel gear 115 are meshed witheach other in a gear chamber 118 which is defined by a first gear cover116 detachably connected to the side wall 35 d of the crankcase 35 whilecovering a part of the side wall 35 d, a second gear cover 117 which isdetachably connected to the first gear cover 116, and the side wall 35d. A shaft part 115 a coaxially possessed by the driven bevel gear 115rotatably penetrates the second gear cover 117. A ball bearing 119 andan annular seal member 120 located on the outer side of the ball bearing119 are interposed between the shaft part 115 a and the second gearcover 117. One end part of a support shaft 121 is fitted to the drivenbevel gear 115, and the other end part of the support shaft 121 isrotatably borne on the first gear cover 116 through a roller bearing122. The shaft 115 a is connected to the drive shaft 32.

Referring to FIG. 11, the clutch device 102 is configured to be of atwin type, having first and second clutches 124 and 125 which areprovided between the gear speed change mechanism 103 and the crankshaft36. The clutch device 102 is contained in the clutch chamber 91 whilebeing disposed on a lateral side of the crankcase 35 on one end sideopposite to the side of the generator 84 of the crankshaft 36,specifically, on the right side of the crankcase 35 in the conditionwhere the engine body 33 is mounted on the body frame F.

The first clutch 124 is provided between the crankshaft 36 and one endpart of the first main shaft 105, while the second clutch 125 isprovided between the crankshaft 36 and one end part of the second mainshaft 106. The power from the crankshaft 36 is inputted to a clutchouter 126 provided in common for the first and second clutches 124, 125through the primary reduction gears 101 and a damper spring 127.

The primary reduction gears 101 include a drive gear 128 provided on thecrankshaft 36 on the outer side relative to the drive sprocket 94, and adriven gear 129 relatively rotatably borne on the main shaft 105 andmeshed with the drive gear 128. The driven gear 129 is connected to theclutch outer 126 through the damper spring 127.

As shown in FIG. 5 a pulser 268 is attached to a shaft end of thecrankshaft 36 on the outer side relative to the primary reduction gears101, and a rotating speed detector 269 for detecting the rotating speedof the crankshaft 36 by detecting the pulser 268 is attached to theinside surface of the clutch cover 92. In addition, the clutch cover 92is provided with an inspection hole 270 for inspection of the pulser268. The inspection hole 270 is provided in the clutch cover 92 with anoffset from the axis of the crankshaft 36 so as to be minimized indiameter with the inspection hole 270 being closed with a detachable lidmember 271.

The first clutch 124 includes the clutch outer 126; a first clutch inner131 coaxially surrounded by the clutch outer 126 and relativelynon-rotatably connected to the first main shaft 105; a plurality offirst friction disks 132 relatively non-rotatably engaged with theclutch outer 126; a plurality of second friction disks 133 relativelynon-rotatably engaged with the first clutch inner 131 and disposedalternately with the first friction disks 132; a first pressurereceiving plate 134 provided at the first clutch inner 131 oppositely tothe first and second friction disks 132, 133 disposed in the manner ofoverlapping with each other; a first piston 135 clamping the first andsecond friction disks 132, 133 between itself and the first pressurereceiving plate 134; and a first spring 136 for urging the first piston135.

An end wall member 138 defining a first oil pressure chamber 137 (onwhich a back surface of the first piston 135 fronts) between itself andthe first piston 135 is disposed in the state of being fixed to thefirst clutch inner 131. According to an increase in the oil pressureinside the first oil pressure chamber 137, the first piston 135 operatesto clamp the first and second friction disks 132, 133 between itself andthe first pressure receiving plate 134, whereby the first clutch 124 isput into a connected state in which the power transmitted from thecrankshaft 36 to the clutch outer 126 is transmitted to the first mainshaft 105. In addition, a canceller chamber 139 on which a front surfaceof the first piston 135 fronts is formed between the first clutch inner131 and the first piston 135, and the first spring 136 is contained inthe canceller chamber 139 so as to produce a spring force toward theside for reducing the volume of the first oil pressure chamber 137.

The canceller chamber 139 communicates with a first oil passage 140coaxially provided in the second main shaft 106 for the purpose ofsupplying oil to lubricated parts of the gear speed change mechanism 103and into the area between the first and second main shafts 105 and 106.Therefore, even when a centrifugal force attendant on the rotation isexerted on the oil in the first oil pressure chamber 137 in areduced-pressure condition so as to produce a force for pressing thefirst piston 135, a centrifugal force is similarly exerted also on theoil in the canceller chamber 139, so that the first piston 135 isprevented from being non-desiredly moved to the side of clamping thefirst and second friction disks 132, 133 between itself and the firstpressure receiving plate 134.

The second clutch 125 is disposed in an array with the first clutch 124in the axial direction of the second main shaft 106 in such a mannerthat the first clutch 124 is interposed between the second clutch 125and the primary reduction gears 101. The second clutch 125 includes theclutch outer 126; a second clutch inner 141 coaxially surrounded by theclutch outer 126 and relatively non-rotatably connected to the secondmain shaft 106; a plurality of third friction disks 142 relativelynon-rotatably engaged with the clutch outer 126; a plurality of fourthfriction disks 143 relatively non-rotatably engaged with the secondclutch inner 141 and disposed alternately with the third friction disks142; a second pressure receiving plate 144 provided at the second clutchinner 141 oppositely to the third and fourth friction disks 142, 143mutually overlapping with each other; a second piston 145 for clampingthe third and fourth friction disks 142, 143 between itself and thesecond pressure receiving plate 144 and a second spring 146 for urgingthe second piston 145.

An end wall member 148 defining a second oil pressure chamber 147 (onwhich a back surface of the second piston 145 fronts) between itself andthe second piston 145 is disposed in the state of being fixed to thesecond clutch inner 141. According to an increase in the oil pressure inthe second oil pressure chamber 147, the second piston 145 operates toclamp the third and fourth friction disks 142, 143 between itself andthe second pressure receiving plate 144, whereby the second clutch 125is put into a connected state in which the power transmitted from thecrankshaft 36 to the clutch outer 126 is transmitted to the second mainshaft 106. In addition, a canceller chamber 149 on which a front surfaceof the second piston 145 fronts is formed between the second clutchinner 141 and the second piston 145, and the second spring 146 iscontained in the canceller chamber 149 so as to produce a spring forcetoward the side of reducing the volume of the second oil pressurechamber 147.

The canceller chamber 149 communicates with a second oil passage 150which will be described later. Therefore, even when a centrifugal forceattendant on the rotation is exerted on the oil in the second oilpressure chamber 147 in a reduced-pressure condition so as to produce aforce for pressing the second piston 145, a centrifugal force issimilarly exerted also on the oil in the canceller chamber 149, so thatthe second piston 145 is prevented from being undesiredly moved towardthe side of clamping the third and fourth friction disks 142, and 143between itself and the second pressure receiving plate 144.

First, second and third partition members 151, 152, 153 are attached tothe inner surface side of the clutch cover 92 covering the first andsecond clutches 124, 125 from the right side as viewed toward the frontside with respect to the operating direction of the motorcycle. A firsttubular member 155 for forming a first oil passage 154 communicatingwith the first oil pressure chamber 137 of the first clutch 124 isprovided between the second main shaft 106 and the first partitionmember 151. A second tubular member 156 coaxially surrounding the firsttubular member 155 so as to define an annular second oil passage 150,which communicates with the canceller chamber 149 of the second clutch125, between itself and the first tubular member 155 is provided betweenthe second main shaft 106 and the second partition member 152. A thirdtubular member 158 coaxially surrounds the second tubular member 156 soas to define an annular second oil passage 157 which communicates withthe second oil pressure chamber 147 between itself and the secondtubular member 156 provided between the second main shaft 106 and thethird partition member 153.

As illustrated in FIG. 10, the 4th speed gear train G4, the 6th speedgear train G6 and the 2nd speed gear train G2 arrayed in this order fromthe opposite side of the clutch device 102 are provided between thefirst main shaft 105 and the counter shaft 107 in the gear speed changemechanism 103. The 2nd speed gear train G2 is composed of a 2nd speeddrive gear 160 provided integrally with the first main shaft 105, and a2nd speed driven gear 161 relatively rotatably borne on the countershaft 107 and meshed with the 2nd speed drive gear 160. The 6th speedgear train G6 is composed of a 6th speed drive gear 162 relativelyrotatably borne on the first main shaft 105, and a 6th speed drivenshaft 163 being relatively non-rotatably borne on the counter shaft 105so as to be axially movable and is meshed with the 6th speed drive gear162. The 4th speed gear train G4 is composed of a 4th speed drive gear164 relatively non-rotatably borne on the first main shaft 105 so as tobe axially movable, and a 4th speed driven gear 165 relatively rotatablyborne on the counter shaft 107 and meshed with the 4th speed drive gear164.

A first shifter 166 capable of switching between a state of beingengaged with the 2nd speed driven gear 161, a state of being engagedwith the 4th speed driven gear, and a state of being engaged withneither the 2nd driven gear 161 nor the 4th speed driven gear 165, isrelatively non-rotatably and axially movably borne on the counter shaft107 between the 2nd speed driven gear 161 and the 4th speed driven gear165. The first shifter 166 is integrally provided with the 6th speeddriven gear 163. In addition, the 4th speed drive gear 164 is providedas one body with a second shifter 167, which is relatively non-rotatablyand axially movably borne on the first main shaft 105. The secondshifter 167 can be switchedly engaged with and disengaged from the 6thspeed drive gear 162.

When the first shifter 166 is engaged with the 2nd speed driven gear 161in the condition where the second shifter 167 is not engaged with the6th speed drive gear 162, the 2nd speed gear train G2 is established.When the first shifter 166 is engaged with the 4th speed driven gear 165in the condition where the second shifter 167 is not engaged with the6th speed drive gear 162, the 4th speed gear train G4 is established.When the first shifter 166 is put into a neutral state and the secondshifter 167 is engaged with the 6th speed drive gear 162, the 6th speedgear train G6 is established.

The 1st speed gear train G1, the 5th speed gear train G5 and the 3rdspeed gear train G3 arrayed in this order from the opposite side of theclutch device 102 are provided between the projecting part, projectingfrom the other end part of the first main shaft 105, of the second mainshaft 106 and the counter shaft 107. The 3rd speed gear train G3 iscomposed of a 3rd speed drive gear 168 relatively non-rotatably borne onthe second main shaft 106 so as to be axially movable, and a 3rd speeddriven gear 169 relatively rotatably borne on the counter shaft 107 andmeshed with the 3rd speed drive gear 168. The 5th speed gear train G5 iscomposed of a 5th speed drive gear 170 relatively rotatably borne on thesecond main shaft 106, and a 5th speed driven gear 171 being relativelynon-rotatably borne on the counter shaft 107 so as to be axially movaleand being meshed with the 5th speed drive gear 170. The 1st speed geartrain G1 is composed of a 1st speed drive gear 172 provided as one bodywith the second main shaft 106, and a 1st speed driven gear 173relatively rotatably borne on the counter shaft 107 and meshed with the1st speed drive gear 172.

The 3rd speed drive gear 168 is provided as one body with a thirdshifter 174, which is relatively non-rotatably and axially movably borneon the second main shaft 106. The third shifter 174 can be switchedlyengaged with and disengaged from the 5th speed drive gear. A fourthshifter 175 capable of switching between a state of being engaged withthe 3rd speed driven gear 169, a state of being engaged with the 1stspeed driven gear 173, and a neutral state of being engaged with neitherthe 3rd speed driven gear 169 nor the 1st speed driven gear 173, isrelatively non-rotatably and axially movably borne on the counter shaft107 between the 3rd speed driven gear 169 and the 1st speed driven gear173. The fourth shifter 175 is integrally provided with the 5th speeddriven gear 171.

When the fourth shifter 175 is engaged with the 1st speed driven gear173 in the condition where the third shifter 174 is not engaged with the5th speed drive gear 170, the 1st speed gear train G1 is established.When the fourth shifter 175 is engaged with the 3rd speed driven gear169 in the condition where the third shifter 174 is not engaged with the5th speed drive gear 170, the 3rd speed gear train G3 is established.When the fourth shifter 175 is put into the neutral state and the thirdshifter 174 is engaged with the 5th speed drive gear 170, the 5th speedgear train G5 is established.

The first to fourth shifters 166, 167, 174, 175 are rotatably held byfirst to fourth shift forks 176, 177, 178, 179. When the shift forks 176to 179 are driven in the axial direction of both the main shafts 105,106 and the counter shaft 107, the first to fourth shifters 166, 167,174, 175 are operated in the axial direction.

In FIG. 12, a shift drum 180 constituting a part of the gear speedchange mechanism 103 is rotatably borne on the crankcase 35 while havingan axis parallel to the axis of the crankshaft 36, and the first tofourth shift forks 176 to 179 are engaged with the outer periphery ofthe shift drum 180. In addition, the shift forks 176 to 179 are slidablyborne on shift fork shafts 205, 206 supported on the crankshaft 35 whilehaving axes parallel to the shift drum 180. According to the turning ofthe shift drum 180, the shift forks 176 to 179 are slid on the shiftfork shafts 205, 206.

With the shift drum 180 turned, the gear speed change mechanism 103performs a speed change operation. A speed change controller 191 forcontrolling the speed change operation of the gear speed changemechanism 103 by changing the turning position of the shift drum 180 ismounted to the engine body 33 on the opposite side of the clutch device102 with respect to the vehicle body center line CB, as shown in FIG. 2,in a direction along the axis of the crankshaft 36. In this embodiment,the speed change controller 191 is attached to a left side surface ofthe crankcase 35 in the condition where the engine body 33 is mounted onthe body frame F.

Referring to FIGS. 13 and 14 also, the speed change controller 191includes an electric motor 181 for producing rotational power and apower transmission device 207 for transmitting the rotational power ofthe electric motor 181 to the shift drum 180. At least a part of thepower transmission device 207 and the electric motor 181 are disposed ona lateral side of the crankcase 35 on the side of one end in the axialdirection of the shift drum 180.

The power transmission device 207 includes a gear reduction mechanism182 for transmitting the rotational power of the electric motor 181 soas to reduce the output rotating speed of the electric motor 181; abarrel cam 183 connected in conjunction to the gear reduction mechanism182 so as to be rotated by the power transmitted from the gear reductionmechanism 182 and to convert the rotating motion into a turning motionof the shift drum 180; a circular disk-shaped power-transmitting rotarymember 184 turned about the same axis of the shift drum 180 according tothe rotation of the barrel cam 183; a power transmission shaft 185relatively non-rotatably connected to the power-transmitting rotarymember 184 and coaxially penetrating the shift drum 180 so as to permitrelative turning of the shift drum 180; and a lost motion spring 186provided between the power transmission shaft 185 and the shift drum180. The gear reduction mechanism 182, the barrel cam 183 and thepower-transmitting rotary member 184, of the power transmission device207, are disposed on the left side of the crankcase 35.

A case member 188 for defining, between itself and the crankcase 35, anoperating chamber 187 for containing the gear reduction mechanism 182,the barrel cam 183 and the power-transmitting rotary member 184 isfastened to a left side surface of the crankcase 35. A lid member 189 isattached to the case member 188 so as to close an open end of the casemember 188. The electric motor 181 having its axis of rotation C2disposed in a plane orthogonal to the axis of turning C1 of the shiftdrum 180 is attached to the case member 188 so that its motor shaft 190projects into the operating chamber 187.

The barrel cam 183 is provided with a helical cam groove 197 in theouter periphery thereof. The axis of rotation C3 of the barrel cam 183is disposed in a plane orthogonal to the axis of turning C1 of the shiftdrum 180, in the same manner as the electric motor 181 and the gearreduction mechanism 182, and is disposed in parallel to the axis ofrotation C2 of the electric motor 181.

The gear reduction mechanism 182 includes a drive gear 192 provided onthe motor shaft 190 of the electric motor 181; a first intermediate gear193 meshed with the drive gear 192; a second intermediate gear 194rotated together with the first internal gear 193; and a driven gear 195provided on the barrel cam 183 and meshed with the second intermediategear 194. The axis of rotation of the gear reduction mechanism 182,i.e., the axes of rotation of the drive gear 192, the first intermediategear 193, the second intermediate gear 194 and the driven gear 195 aredisposed in planes orthogonal to the axis of rotation C1 of the shiftdrum 180, like in the case of the electric motor 181. More specifically,the axis of rotation of the drive gear 192 is coaxial with the electricmotor 181, the axis of rotation of the driven gear 195 is coaxial withthe barrel cam 183, and the axis of rotation C4 of the firstintermediate gear 193 and the second intermediate gear 194 is disposedin a plane orthogonal to the axis of rotation C1 of the shift drum 180,like in the cases of the electric motor 181 and the barrel cam 183.

The first and second intermediate gears 193, 194 are provided on arotary shaft 196 rotatably borne at both end parts thereof on the casemember 188 and the lid member 189, and both end parts of the barrel cam183 are rotatably borne on the case member 188 and the lid member 189.

On the other hand, the power-transmitting rotary member 184 is disposedoppositely to the outer periphery of the barrel cam 183 so as to berotatable about the same axis as the shift drum 180. Thepower-transmitting rotary member 184 is provided, at regular intervalsin the circumferential direction thereof, with a plurality of engagingpins 198, 198 which can be selectively engaged with the cam groove 197.When the plurality of engaging pins 198, 198 are sequentially engagedwith the cam groove 197 and fed, according to the rotation of the barrelcam 183, the rotational power about the same axis as the shift drum 180is transmitted to the power-transmitting rotary member 184.

One end part of the power transmission shaft 185 coaxially andrelatively rotatably penetrating the shift drum 180 is coaxially andrelatively non-rotatably connected to the power-transmitting rotarymember 184. The lost motion spring 186 is provided between the other endpart of the power transmission shaft 185 and the other end part of theshift drum 180, so that the turning force arising from the turning ofthe power transmission shaft 185 is transmitted to the shift drum 180through the lost motion spring 186.

In order to detect the turning position of the shift drum 180, a shiftsensor 199 is attached to the case member 188, and a detection shaft 200of the shift sensor 199 is rotatably borne on the case member 188.

A third intermediate gear 202 is meshed with a drive gear 201 rotatedtogether with the shift drum 180, and a driven gear 204 provided on thedetection shaft 200 is meshed with a fourth intermediate gear 203rotated together with the third intermediate gear 202.

Moreover, as clearly shown in FIG. 14, the electric motor 181 and theshift drum 180 are disposed so as to at least overlap with each otherwhen viewed in the axial direction of the shift drum 180. In addition,the electric motor 181 and the barrel cam 183 are so disposed as to atleast partly overlap with each other when viewed in the axial directionof the shift drum 180. Further, the electric motor 181, the barrel cam183 and the shift drum 180 are disposed so as to at least partly overlapone another when viewed in the axial direction of the shift drum 180.

In addition, the maximum width of the electric motor 181 in thedirection of the axis of rotation of the electric motor 181 is thedistance between a pair of straight lines L1, L1 represented by chainlines in FIG. 14, and the barrel cam 183 is present between both thestraight lines L1, L1 as viewed in the axial direction of the shift drum180. The maximum width of the electric motor 181 in the direction alongthe axis of the electric motor 181 is the distance between straightlines L2, L2 represented by chain lines in FIG. 13, and, when viewedalong the axial line of the shift drum 180, at least a part of thebarrel cam 183 is included within the maximum width of the electricmotor 181 in the direction along the axis of the electric motor 181.

As illustrated in FIG. 3, a water pump 208 is attached to a left sidesurface of the crankcase 35 on the lower side of the generator cover 87.First and second oil pumps 209 and 210 and a scavenging pump 211 arecontained in the crankcase 35 coaxially with the water pump 208. Thefirst and second oil pumps 209 and 210 and the scavenging pump 211 arerotated together with the water pump 208. The rotational power from thedriven gear 129 of the primary reduction gears 101 is transmitted to thewater pump 208, the first and second oil pumps 209, 210 and thescavenging pump 211 through an endless chain 212. As shown in FIGS. 10and 11, a drive sprocket 213 relatively non-rotatably engaged with thedriven gear 129 is rotatably borne on the first main shaft 105, and thechain 212 is wrapped around a driven sprocket 214, which is connected incommon to the water pump 208, the first and second oil pump 209, 210 andthe scavenging pump 211, and around the drive sprocket 213.

In FIG. 15, the first oil pump 209 discharges an oil pressure forswitching the connected/disconnected state of the first and secondclutches 124, 125 in the clutch device 102 and for performingchange-over operations of the suction-side valve operation mode changemechanism 63 and the exhaust-side valve operation mode change mechanism64 in the rear bank side valve-operating device 48R. The oil sucked upfrom the oil pan 41 and discharged from the first oil pump 209 isconnected to a first oil filter 216 through an oil passage 215, and arelief valve 217 is connected to the oil passage 215. In addition, theoil cleaned by the first oil filter 216 flows dividedly throughbifurcated first and second branch oil passages 218, 219. The firstbranch oil passage 218 is connected to a clutch controller 220 forswitching the connected/disconnected state of the clutch device 102. Thesecond branch oil passage 219 is connected to a valve-operating oilpressure controller 221 for performing change-over operations of thesuction-side valve operation mode change mechanism 63 and theexhaust-side valve operation mode change mechanism 64 in the rear bankside valve-operating device 48R, and a pressure reducing valve 222 isintermediately provided in the second branch oil passage 219.

In addition, the second oil pump 210 is for supplying a lubricating oilto lubricated parts of the engine E. The oil sucked up from the oil pan41 and discharged from the second oil pump 210 is connected to a secondoil filter 225 through an oil passage 223, and a relief valve 224 isconnected to an intermediate part of the oil passage 223. The oilclarified by the first oil filter 225 is led into an oil passage 228 inwhich an oil cooler 226 is intermediately provided, and a pressuresensor 227 is connected to the oil passage 228.

The oil from the oil passage 228 is supplied to lubricated parts 229 inthe periphery of the first and second main shafts 105, 106 in the gearspeed change mechanism 103, to lubricated parts 230 in the periphery ofthe counter shaft 107 in the gear speed change mechanism 103, and to aplurality of lubricated parts 231 in the engine body 33. Moreover; oilfrom the lubricated parts 229 in the periphery of the first and secondmain shafts 105, 106 is led into a first oil passage 140 communicatingwith the canceller chamber 139 in the first clutch 124. In addition, oilfrom the lubricated parts 231 is supplied through a restrictor 232 intoa second oil passage 150 communicating with the canceller chamber 149 inthe second clutch 125. A solenoid shut-off valve 233 for supplying theoil speedily into the canceller chamber 149 is connected in parallel tothe restrictor 232.

Referring to FIG. 4, the clutch controller 220 is composed of a firstsolenoid control valve 235 for switching the action/release of an oilpressure on/from the first oil pressure chamber 137 in the first clutch124, and a second solenoid control valve 236 for switching theaction/release of an oil pressure on/from the second oil pressurechamber 147 in the second clutch 125. The clutch controller 220 isdisposed on the right side of the cylinder block 38F, and is attached toan outside surface of the clutch cover 92. Moreover, the first andsecond solenoid control valves 235, 236 constituting the clutchcontroller 220 are disposed at positions different in the front-reardirection and in the vertical direction. More specifically, of the firstand second solenoid control valves 235, 236, the second solenoid controlvalve 236 is disposed above the first solenoid control valve 235.

The clutch cover 92 is provided with an oil passage 237 for connectionbetween the first solenoid control valve 235 and the first oil passage154 communicating with the first oil pressure chamber 137 in the firstclutch 124, and with an oil passage 238 for connection between thesecond solenoid control valve 236 and the second oil passage 157communicating with the second oil pressure chamber 147 in the secondclutch 125.

The valve-operating oil pressure controller 221 is composed of a pair ofsolenoid control valve 262, 262 corresponding individually to the twocylinders in the rear bank BR, and, in the direction along the axis CCof the crankshaft 36, it is attached to the engine body 33 on theopposite side of the clutch device 102 with respect to the vehicle bodycenter line CB, as shown in FIG. 2. In this embodiment, thevalve-operating oil pressure controller 221 is attached to a left sidesurface of a rear cylinder head 39R in the rear bank BR, and the secondbranch oil passage 219 is provided in the crankcase 35 and the rearcylinder block 38R and the rear cylinder head 39R.

The solenoid control valve 262 on one side is for controlling the oilpressures in the intake-side and exhaust-side valve operation modechange mechanisms 63, 64 in one of the two cylinders, and the solenoidcontrol valve 262 on the other side is for controlling the oil pressuresin the intake-side and exhaust-side valve operation mode changemechanisms 63, 64 in the other of the two cylinders.

The operation of this embodiment will be described below. The speedchange controller 191 for turningly driving the shift drum 180constituting a part of the gear speed change mechanism 103 and rotatablyborne on the crankcase 35 for causing the gear speed change mechanism toperform a speed change operation includes the electric motor 181 forproducing rotational power. The power transmission device 207 transmitsthe rotational power of the electric motor 181 to the shift drum 180,wherein at least a part of the power transmission device 207 and theelectric motor 181 are disposed on a lateral side (in this embodiment,the left side) of the crankcase 35 on the side of one end in the axialdirection of the shift drum 180. In this case, the electric motor 181and the shift drum 180 are disposed as to at least partly overlap witheach other when viewed in the axial direction of the shift drum 180.Therefore, it is possible to reduce the area occupied by the shift drum180 and the electric motor 181 on a lateral side of the crankcase 35,and to further enhance the degree of freedom in laying out othercomponent parts. Also, by laying out the electric motor 181 and theshift drum 180 close to each other, it is possible to reduce the powertransmission device 207 in size and to contrive a reduction in weight.

The power transmission device 207 includes the gear reduction mechanism182 for transmitting the rotational power of the electric motor 181while reducing the output rotating speed of the electric motor 181. Thebarrel cam 183 is connected in conjunction to the gear reductionmechanism 182 so as to be rotated by the power transmitted from the gearreduction mechanism 182 and to convert the rotating motion into aturning motion of the shift drum 180. The barrel cam 183 and theelectric motor 181 disposed on a lateral side of the crankcase 35 on theside of one end in the axial direction of the shift drum 180 aredisposed so as to at least partly overlap with each other when viewedalong the axial direction of the shift drum 180. Therefore, it ispossible to reduce the area occupied by the electric motor 181 and thebarrel cam 183 on the left side of the crankcase 35, and to enhance thedegree of freedom in laying out other component parts.

In addition, since the barrel cam 183 is disposed so as to at leastpartly overlap with the shift drum 180 when viewed along the axialdirection of the shift drum 180, it is possible to lay out the electricmotor 181 and the barrel cam 183 close to each other on the side of theshift drum 180, to reduce the area occupied by the electric motor 181and the barrel cam 183 on the left side of the crankcase 35, to enhancethe degree of freedom in laying out other component parts, to reduce thegear reduction mechanism 182 and the barrel cam 183 in size, and tocontrive a reduction in weight.

Since the axes of rotation of the electric motor 181, the gear reductionmechanism 182 and the barrel cam 183 are each disposed in a planeorthogonal to the axis of the shift drum 180, the protrusion of theelectric motor 181, the gear reduction mechanism 182 and the barrel cam183 from a side surface of the crankcase 35 can be suppressed.Especially, the protrusion amount of the electric motor 181, whichprotrudes the most from the side surface of the crankcase 35, can besuppressed, thereby contributing to a reduction in the size of theengine E.

In addition, since the axis of rotation of the barrel cam 183 isparallel to the axis of rotation of the electric motor 181, the part ofoverlap of the electric motor 181 and the barrel cam 183 as viewed alongthe axial direction of the shift drum 180 can be set to be large, andthe area occupied by the electric motor 181 and the barrel cam 183 on alateral side of the crankcase 35 can be further reduced.

Since the barrel cam 183 is disposed so that at least a part thereof isincluded within the maximum width of the electric motor 181 in the axialdirection of the electric motor 181 when viewed along the axialdirection of the shift drum 180, the area occupied by the electric motor181 and the barrel cam 183 on a lateral side of the crankcase 35 can befurther reduced.

Further, since the motion conversion means which is rotated by the powertransmitted from the gear reduction mechanism 182 and which converts therotating motion into a turning motion of the shift drum 180 is thebarrel cam 183 provided with the helical cam groove 197 in its outerperiphery, it is possible to simplify the configuration of the motionconversion means and to further reduce the size of the motion conversionmeans.

The valve-operating device 48R of the rear bank BR is additionallyprovided with the intake-side and exhaust-side valve operation modechange mechanisms 63, 64 capable of changing the operation modes of theintake valves 44 and the exhaust valves 45. The clutch device 102 forswitching the making/breaking of power transmission between thecrankshaft 36 and the gear speed change mechanism 103 provided in thecourse of the power transmission path for transmitting the rotationalpower of the crankshaft 36 to the rear wheel WR is disposed on a lateralside of the crankcase 35 on the side of one end of the crankshaft 36. Avalve operation controller 221 for controlling the operations of theintake-side and exhaust-side valve operation mode change mechanisms 63,64 and the speed change controller 191 for controlling the speed changeoperation of the gear speed change mechanism 103 are attached to theengine body 33. In this case, the valve operation controller 221 and thespeed change controller 191 are attached to the engine body 33 on theopposite side of the clutch device 102 with respect to the vehiclecenter line CB, in the direction along the axis of the crankshaft 36.Thus, in the direction along the axis CC of the crankshaft 36, the valveoperation controller 221 and the speed change controller 191 areattached to the engine body 33 on the opposite side of the clutch device102, which is a heavyweight body. Therefore, the center of gravity ofthe power unit P can be prevented from being largely deviated to theside where the clutch device 102 is disposed. Consequently, the need toconcentratedly dispose the vehicle component parts on the side oppositeto the side of the clutch device 102 for the purpose of obtaining goodbalance of the center of gravity of the vehicle as a whole, and,accordingly, the degree of freedom in laying out the vehicle componentparts can be enhanced.

In addition, since the valve operation controller 221 and the speedchange controller 191 are attached to the left side surface of theengine body 33, maintenance of the valve operation controller 221 andthe speed change controller 191 is facilitated. On the other hand, inthe case where the valve operation controller 221 and the speed changecontroller 191 are attached to back surfaces of the cylinder blocks 39Fand 39R in the engine body 33 or to an upper surface of the crankcase35, maintenance cannot be said to be easy, since the exhaust systemand/or the intake system serves as an obstacle.

The clutch cover 92 defining between itself and the crankcase 35 theclutch chamber 91 for accommodating the clutch device 102 is connectedto the crankcase 35. The clutch controller 220 for controlling theconnection/disconnection operations of the clutch device 102 is attachedto the clutch cover 92. Therefore, the clutch deice 102, the clutchcover 92 and the clutch controller 220 are laid out on one end side ofthe crankshaft 36, so that the power unit P is increased in weight atthe part on one end side of the crankshaft 36. However, since the valveoperation controller 221 and the speed change controller 191 areattached to the engine body 33 on the opposite side of the clutch device102 in the direction along the axis of the crankshaft 36, the center ofgravity of the power unit P can be prevented from being largely deviatedtoward the side where the clutch device 102, the clutch cover 92 and theclutch controller 220 are disposed. Consequently, the clutch device 102and the clutch controller 220 can be disposed close to each other so asto be compact as a whole.

In addition, the generator 84 driven by the power transmitted from thecrankshaft 36 is disposed on the opposite side of the clutch device 102in the axial direction of the crankshaft 36, and a power generationvoltage control driver 286 for controlling the power generation voltageof the generator 84 is attached to the generator cover 87 which isconnected to the crankcase 35 so as to define between itself and thecrankcase 35 the generator containing chamber 88 for accommodating thegenerator 84. This, in cooperation with the valve operation controller221 and the speed change controller 191, makes it possible to preventthe center of gravity of the power unit P from being largely deviatedtoward the side where the clutch device 102 is disposed.

Further, the gear speed change mechanism 103 has the first and secondmain shafts 105 and 106 parallel to each other, and the single countershaft 107 parallel to the main shafts 105, 106. In addition, the clutchdevice 102 is configured to be of the twin-clutch type, including thefirst clutch 124 interposed between the crankshaft 36 and the first mainshaft 105, and the second clutch 125 interposed between the crankshaft36 and the second main shaft 106. Therefore, the weight of the clutchdevice 102 is increased. However, since the valve operation controller221 and the speed change controller 191 are mounted to the engine body33 on the opposite side of the clutch device 102 in the direction alongthe axis of the crankshaft 36, the center of gravity of the power unit Pcan be prevented from being largely deviated toward the side of theclutch device 102.

While one embodiment of the present invention has been described above,the invention is not limited to the above-described embodiment, andvarious design modifications are possible within the scope of theinvention as set forth in the claims.

For example, while the case of applying the present invention to a powerunit for a motorcycle has been described in the above embodiment, thepresent invention is applicable not only to power units for motorcyclesbut also to power units for small type vehicles such as three-wheelvehicles.

The invention being thus described, it will be obvious that the same maybe varied in many ways. Such variations are not to be regarded as adeparture from the spirit and scope of the invention, and all suchmodifications as would be obvious to one skilled in the art are intendedto be included within the scope of the following claims.

1. A power unit for a small type vehicle comprising: an engine having avalve-operating device provided additionally with valve operation modechange mechanisms capable of changing operation modes of engine valves;a crankshaft having an axis set along the vehicle width direction, saidcrankshaft rotatably borne on a crankcase of said engine; a speed changemechanism provided in the course of a power transmission path fortransmitting rotational power of said crankshaft to a drive wheel, saidspeed change mechanism being contained in said crankcase; a clutchdevice for switching the making/breaking of power transmission betweensaid crankshaft and said speed change mechanism, said clutch devicedisposed on a lateral side of said crankcase on the side of one end ofsaid crankshaft; a valve operation controller for controlling theoperations of said valve operation mode change mechanisms; and a speedchange controller for controlling a speed change operation of said speedchange mechanism, said valve operation controller and said speed changecontroller being directly attached to an engine body inclusive of saidcrankcase, wherein said valve operation controller and said speed changecontroller are attached to said engine body on the opposite side of saidclutch device with respect to a vehicle body center line in a directionalong the axis of said crankshaft, wherein said valve operationcontroller and said speed change controller are attached to a sidesurface, along said vehicle body center line, of said engine body,wherein a shift drum is rotatably borne on said crankcase parallel tothe axis of said crankshaft, wherein said speed change controllerincludes an electric motor for producing rotation power, and a powertransmission device for transmitting the rotation power of said electricmotor to said shift drum, and wherein an axis of rotation of saidelectric motor is orthogonal to an axis of turning of the shift drum. 2.The power unit for a small type vehicle as set forth in claim 1, whereina clutch cover defining between itself and said crankcase a clutchchamber for containing said clutch device is connected to said crankcaseand a clutch controller for controlling connection/disconnectionoperations of said clutch device is attached to said clutch cover. 3.The power unit for a small type vehicle as set forth in claim 2, whereina generator driven by power transmitted from said crankshaft is disposedon the opposite side of said clutch device in the axial direction ofsaid crankshaft and a power generation voltage control driver forcontrolling a power generation voltage of said generator is attached tothe inside of a generator cover connected to said crankcase so as todefine between itself and said crankcase a generator containing chamberfor containing said generator.
 4. The power unit for a small typevehicle as set forth in claim 2, wherein said speed change mechanismincludes first and second input shafts parallel to each other, and asingle output shaft parallel to said input shafts and said clutch deviceis configured to be of a twin-clutch type, including a first clutchinterposed between said crankshaft and said first input shaft and asecond clutch interposed between said crankshaft and said second inputshaft.
 5. The power unit for a small type vehicle as set forth in claim1, wherein a generator driven by power transmitted from said crankshaftis disposed on the opposite side of said clutch device in the axialdirection of said crankshaft and a power generation voltage controldriver for controlling a power generation voltage of said generator isattached to the inside of a generator cover connected to said crankcaseso as to define between itself and said crankcase a generator containingchamber for containing said generator.
 6. The power unit for a smalltype vehicle as set forth in claim 1, wherein said speed changemechanism includes first and second input shafts parallel to each other,and a single output shaft parallel to said input shafts and said clutchdevice is configured to be of a twin-clutch type, including a firstclutch interposed between said crankshaft and said first input shaft anda second clutch interposed between said crankshaft and said second inputshaft.
 7. A controller for use with a power unit for a vehiclecomprising: a speed change mechanism operatively connected to a powertransmission; a clutch device for selectively connecting anddisconnecting the power transmission between a crankshaft and the speedchange mechanism, said clutch device disposed on a lateral side of acrankcase on the side of one end of said crankshaft; a valve operationcontroller for controlling operations of valve operation mode changemechanisms; and a speed change controller for controlling a speed changeoperation of said speed change mechanism, said valve operationcontroller and said speed change controller being directly attached toan engine body inclusive of said crankcase, wherein said valve operationcontroller and said speed change controller are attached to said enginebody on the opposite side of said clutch device with respect to avehicle body center line in a direction along the axis of saidcrankshaft, wherein said valve operation controller and said speedchange controller are attached to a side surface, along said vehiclebody center line, of said engine body, wherein a shift drum is rotatablyborne on said crankcase parallel to the axis of said crankshaft, Whereinsaid speed change controller includes an electric motor for producingrotation power, and a power transmission device for transmitting therotation power of said electric motor to said shift drum, and wherein anaxis of rotation of said electric motor is orthogonal to an axis ofturning of the shift drum.
 8. The controller for use with a power unitfor a vehicle as set forth in claim 7, wherein a clutch cover definingbetween itself and said crankcase a clutch chamber for containing saidclutch device is connected to said crankcase and a clutch controller forcontrolling connection/disconnection operations of said clutch device isattached to said clutch cover.
 9. The controller for use with a powerunit for a vehicle as set forth in claim 8, wherein a generator drivenby power transmitted from said crankshaft is disposed on the oppositeside of said clutch device in the axial direction of said crankshaft anda power generation voltage control driver for controlling a powergeneration voltage of said generator is attached to the inside of agenerator cover connected to said crankcase so as to define betweenitself and said crankcase a generator containing chamber for containingsaid generator.
 10. The controller for use with a power unit for avehicle as set forth in claim 7, wherein a generator driven by powertransmitted from said crankshaft is disposed on the opposite side ofsaid clutch device in the axial direction of said crankshaft and a powergeneration voltage control driver for controlling a power generationvoltage of said generator is attached to the inside of a generator coverconnected to said crankcase so as to define between itself and saidcrankcase a generator containing chamber for containing said generator.